DOT/FAA/AM-98/2 Performance Demonstrations of Zinc

Sulfide and Strontium Aluminate

Office of Aviation Medicine Photoluminescent Floor Proximity
Washington, D.C. 20591 Escape Path Marking Systems

Garnet. A. McLean
Charles B. Chittum

Civil Aeromedical Institute

Federal Aviation Administration
Oklahoma City, Oklahoma 73125

February 1998

Final Report

This document is available to the public

through the National Technical Information
Service, Springfield, Virginia, 22161

U.S. Department
of Transportation
Federal Aviation
Administration
 NOTICE

This document is disseminated under the sponsorship of

the U.S. Department of Transportation in the interest of
information exchange. The United States Government
assumes no liability for the contents or use thereof.
 Technical Report Documentation Page
1. Report No. 2. Government Accession No. 3. Recipient’s Catalog No.

DOT/FAA/AM-98/2
4. Title and Subtitle 5. Report Date
Performance Demonstrations of Zinc Sulfide and Strontium Aluminate
Photoluminescent Floor Proximity Escape Path Marking Systems February 1998

7. Author(s) 3. Performing Organization Report No.

McLean, G.A., and Chittum, C.B.

9. Performing Organization Name and Address 10. Work Unit No. (TRAIS)

Protection and Survival Laboratory

Civil Aeromedical Institute
11. Contract or Grant No.
Oklahoma City, Oklahoma 73125
12. Sponsoring Agency name and Address 13. Type of Report and Period Covered

Office of Aviation Medicine

Federal Aviation Administration
800 Independence Ave.
Washington, D.C. 20591 14. Sponsoring Agency Code
15. Supplemental Notes

This work was performed under task AM-B-97-PRS-93.

16. Abstract

Transport category aircraft are required by 14 CFR 25.812 to have emergency lighting systems, including
floor proximity marking systems. Typical floor proximity marking systems installed on transport category
aircraft have been primarily comprised of incandescent luminaries spaced at intervals on the floor, or
mounted on the seat assemblies, along the aisle. The requirement for electricity to power these systems has
made them vulnerable to a variety of problems, including battery and wiring failures, burned-out light bulbs,
and physical disruption caused by vibration, passenger traffic, galley cart strikes, and hull breakage in
accidents. Attempts to overcome these problems have led to the proposal that non-electric photo-
luminescent materials be used in the construction of floor proximity marking systems. To assess the viability
of this proposal, performance demonstrations of systems made with such materials were conducted. It was
found that strontium aluminate photoluminescent marking systems can be effective in providing the
guidance for egress that floor proximity marking systems are intended to achieve; in contrast, zinc sulfide
materials were found to be ineffective.

17. Key Words 13. Distribution Statement

Emergency lighting, photoluminescence Document is available to the public through the
National Technical Information Service,
1 Springfield, Virginia, 22161
19. Security Classif. (of this report) 20. Security Classif. (of this page) 21. No. of Pages 22. Price

Unclassified Unclassified
Form DOT F 1700.7 (8-72) Reproduction of completed page authorized
 Performance Demonstrations of Zinc Sulfide and Strontium Aluminate
Sulfide Photoluminescent Floor Proximity Escape Path Marking Systems
INTRODUCTION
Title 14, Code of Federal Regulations (14
CFR) 25.812(a)(l) specifies that airplanes type-
certificated for transport category operations
must have emergency lighting systems indepen­
dent of the main lighting system, including a
floor proximity escape path marking system. 14
C F R 2 5 . 8 1 2 ( e r)equires that such escape path
marking systems furnish emergency evacuation
guidance for passengers when all sources of illu­
mination more than 4 feet above the floor are
totally obscured (by smoke). Further, floor
proximity escape path marking systems should
enable passengers in dark of night conditions to
visually identify the emergency escape path
along the aircraft cabin aisle floor and to
distinguish between the escape path and the
associated exit by reference only to markings
and visual features not more than 4 feet above
the floor. These requirements are reaffirmed for
air carrier operations in 14 CFR 121.310.
Since the November 26, 1986, 14 CFR
121.310 compliance date, typical floor proximity
marking systems installed on transport category
aircraft have been primarily comprised of incan­
descent luminaries spaced at intervals on the
floor, or mounted on the seat assemblies, along
the aisle. These systems light the aisle and seats
alongside, providing the required visual guidance
for passengers in emergencies. However, the
requirement for electricity to power these sys­
tems has made them vulnerable to a variety of
problems. These include battery and wiring
failures, burned-out light bulbs, and physical
disruption caused by vibration, passenger traffic,
galley cart strikes, and hull breakage in accidents.
This circumstance has led to attempts to develop
other types of marking systems, one of which is
based on photoluminescent technology. Current
photoluminescent marker designs consist of a
continuous, paper-thin strip of the material
about an inch wide attached to a rubber backing.
This strip is encased in a clear housing affixed to
the floor alongside the aisle. The strips can be of
any length required.
The fundamental principle o f photo-
luminescent technology is the ability of the
photoluminescent material to absorb and store
ambient energy coming from the aircraft light­
ing systems at night, and through the windows
during the day, then emit the stored energy as
visible light when all other light is extinguished.
Two particular photoluminescent materials have
been utilized in the development of marking
systems, zinc sulfide and strontium aluminate.
Both afford a pale, flat yellow-green color when
viewed in lighted conditions; in darkness the
zinc sulfide material glows with a more yellow-
tinged light, as compared with the greener emis­
sions of the strontium aluminate. While neither
may be said to provide significant levels of
illumination, their use as markers has become
widespread for many types of applications.
Zinc sulfide was the first of these materials
to be examined for use aboard transport category
aircraft. This material was identified early in the
initial search for exit marking systems; however,
its efficacy was limited. Investigations at the
Civil Aeromedical Institute (CAMI) showed that
while zinc sulfide materials were quickly charged
by low levels of ambient energy, they also
emitted very low levels of light and for only a
relatively short duration. Thus, they were
deemed inadequate for providing the visual
guidance necessary, and this led to the afore-
mentioned acceptance of powered, typically in-
candescent, lighting systems as the only viable
technology, (J. D. Garner, personal communi­
cation). Advances in zinc sulfide photochemistry
have now resulted in the possibility that this
material can be proven effective for use in floor
 proximity escape path marking systems,
especially where particular aircraft operations
provide minimal time for charging the photo-
luminescent material.
Strontium aluminate is a newer photo-
luminescent material that was not investigated
during the initial search for marking system
technologies. It is somewhat slower to charge
than zinc sulfide, but after a short initial
discharge interval in which the zinc sulfide is
slightly superior, the light output level of
strontium aluminate is greater and more sus­
tained. This increased light output suggests that
marking systems made of strontium aluminate
might also make effective aircraft floor
proximity escape path marking systems,
especially where aircraft operations allow longer
system charging times.
As a consequence of these developments,
manufacturers of photoluminescent materials
have approached the FAA and its international
regulatory partners to allow the use of these
materials in the manufacture of floor proximity
escape path marking systems. These requests
have resulted in the need to demonstrate the
performance characteristics of the photo-
luminescent materials in an aircraft operational
environment, using both photometric insert-
ments and human observers to validate that the
photoluminescent marking systems provide the
required visual/perceptual guidance. Such a
demonstration was recently conducted at CAMI.
In attendance were regulatory personnel from
the FAA, as well as representatives from the
aviation authorities of Britain, France, and
Germany. A description of that effort follows.
METHODS
Photometric Evaluations. Initial investiga­
tions of the photometric properties of state-of-
the-art zinc sulfide and strontium aluminate
photo-luminescent marking materials were made
with a Spectra@ Pritchard Photometer, Model
1980A. The photometer lens aperture was set at
6’ of arc and positioned at a height 44 inches
above, and 64 inches horizontal to, the test strip,
creating a total measurement distance of 81
inches and a measurement angle of 33” (Figure
1). Ambient light levels of 5, 10, 50, and 100 lux
were applied for 15, 30, and 60 minutes; the light
was then extinguished and snapshot photometer
readings were made immediately. This procedure
was performed to evaluate potential differences
in light levels the photoluminescent materials
would emit in different ambient lighting
conditions relevant to aircraft operations. It also
established the minimum time required to
achieve reasonably complete system charging.
Human Observations. The effectiveness of
the photoluminescent marking systems in
providing visual guidance to human observers,
ranging in age from 19 to 51 years, was
demonstrated in the CAM1 Aircraft Cabin
Evacuation Facility (ACEF). The center aisle
was fitted along its entire length with two
marking strips, i.e., one along each side of the
aisle. Each strip had 8-foot alternating sections of
zinc sulfide and strontium aluminate marking
strips; this configuration was chosen to compare
the relative efficacy of the materials as the
observers moved along the aisle. Regulatory
personnel were stationed inside the ACEF cabin
to witness (as much as possible in the darkness)
the human observers during the demonstration;
more importantly, an infrared camera (and
operator) stationed at the front of the ACEF
cabin recorded the interactions of the human
observers with the aisle and its photo-
luminescent escape path marking system during
the demonstrations.
The charging protocol for the photo-
luminescent marking system demonstrations was
developed, using data from the photometric
evaluations, and applied in a hypothetical emer­
gency scenario in which a nighttime flight of
intermediate duration results in a lights-out
condition of 150 minutes before an emergency
landing is made in darkness. This scenario
achieved consensus among the attending regu-
 Figure 1
Photometric Evaluation Set Up
Conditioning lamp
Marking strip
latory personnel as constituting a worst-case
situation for landing at night. The ambient light
level used to charge the system was 25 lux; this
value was based on the light level expected in a
B-737 aircraft during an extended flight late at
night, where the cabin light levels would be
lowered to aid passenger sleeping. The system
charging time was set at 30 minutes, which was
shown in the earlier photometric evaluations to
be the minimum time required to achieve a
reasonably complete photo-luminescent system
charge. The lights-out interval after the system
had been charged until the beginning of the
human observations was set to 150 minutes to
reflect the emergency scenario. Note that exit
identifier lights and illuminated signs were also
extinguished, and that in conformance with
Advisory Circular (AC) 25.812-lA, clear air was
assumed from floor level upward to a height of 4
feet.
Prior to entering the ACEF, each observer
group was given instructions for the demonstra­
tion. They were informed that they would be
blindfolded (to prevent them from viewing the
Photometer lens
system while being led to their seats), then
escorted into the ACEF cabin by a researcher,
and seated. They would then be told to remove
the blindfold, to get up and move into the aisle,
and then go forward to the next exit. After the
instructions were given and any questions
answered, groups of 6 or 7 observers were
brought into an ACEF anteroom for visual
dark-adaptation. Heavy curtains were placed
between the anteroom and the entry to the
ACEF cabin to prevent stray light from
entering the cabin when the observers entered
the anteroom, as well as to prevent the obser­
vers from seeing the photoluminescent marking
strips before the formal observation procedure
began. Each observer was thusly conditioned
for a period of not less than 10 minutes, after
which time the observers entered the ACEF
cabin individually.
Note that the successive nature of the
individual observations, which lasted about 2
minutes each, allowed a small, incremental
amount of dark-adaptation for observers in each
group. Also because of the successive nature of
the observations, the total number of demonstra­
tions required more than an hour to complete.
Thus, while the period of dark adaptation
extended for most observers beyond the 1 0 -
minute standard originally chosen, the perfor­
mance of the photoluminescent marking systems
likewise continued to degrade beyond the so-
called worst case scenario chosen. Given the
operational nature of the scenario, this trade-off
was considered to be an acceptable procedural
compromise.
After answering any last-minute questions,
the first observer was blindfolded, then led into
the ACEF cabin and seated in the outboard seat
of a seat row near the back end of the aisle.
Upon the start command by the researcher, each
observer removed the blindfold, left his/her seat
and began the excursion along the aisle toward
the forward exit. When he/she had moved along
the aisle to the point at which the infrared
camera was located, the camera operator in­
structed the observer to stop and return back to
the starting point. After returning along the
aisle, the observer was led back into the
anteroom and seated, whereupon the next
observer began the process. After each group of
observers had completed the demonstrations,
individually-structured, open-ended interviews
were conducted to obtain their perceptions
about the performance of the photoluminescent
escape path marking systems.
RESULTS
The performance of the photoluminescent
marking materials was found to be both better
and worse than expected. In general, the zinc
sulfide materials emitted more light than the
analogous materials tested in the original search
for floor proximity marking systems, and their
charging rate was fast. However, their photo-
luminescent emissions declined at an equally
quick rate. Conversely, the strontium aluminate
materials were somewhat slower to charge, but
were far superior in the amount of light emitted.
This performance difference was progressively
enhanced as the time from the end of the
charging period increased. These effects were
revealed in initial evaluations, using the
spectrophotometer, before the demonstrations
with human observers began; Table 1 shows the
results of those initial photometric evaluations.

TABLE 1

Photoluminescent Material Charging Times and Light Levels

at Multiple Charging Levels and Durations

Luminance of the Photoluminescent Strips

Guide-lines

*Strips dark-adapted for 24 hours prior to tests; Strip light levels in foot Lamberts
SA = Strontium Aluminate; ZS = Zinc Sulfide; 1 = 15 min, 2 = 30 min, 3 = 60 min
 The additional photometric results in Table 2 are
directly related to the demonstrations with human
observers. Subsequent to a 70-hour period of dark­
ness conditioning, each of the photoluminescent
materials was subjected to the 30minute, 25 lux
charging regimen and then measured using the
photometer with the lights-out for a period of 150
minutes. Note that after the demonstrations with
human observers were completed using only the
other 3 sample materials, Table 2 test sample FSCM
F9503 was provided for comparison by photo-
metric analysis.
The performance of the 19 human observers
who participated in the test scenario was generally
consistent across groups, as the observers were able
to move from their seats and along the aisle with
minimal hesitation, except at the junctions of the
interleaved photoluminescent material types. There
the discontinuities in the luminance level of the
floor proximity marking system elements appeared
to affect observer performance when they ap­
proached the elements with lower luminance.
However, it also appeared that since the observers
could see photoluminescent elements with higher
luminance farther along the aisle, this effect was
minimized. In fact, only in one case did an observer
appear to be seriously confused about advancing
along the aisle; in one other case the observer
surprisingly turned from the aisle and sat
down by the Type-III overwing exit. While
none of the instructions had mentioned this
exit, this latter observer indicated that she
thought a pin hole of light at the Type-III exit
was the cue for her to go in that particular
direction.
All observers later reported that they
could, in fact, see the differences in the photo-
luminescent emergency lighting system levels,
although 47% of the observers responded to
the interview questions with statements re­
flecting the darkness of the cabin and their
general inability to see the cabin interior.
Further, they also indicated that more light
would be beneficial. In contrast, it should be
noted again that they were generally able to
use the system as intended. Table 3 provides
the human observer responses.
DISCUSSION
The ability of strontium aluminate photo-
luminescent materials used in floor proximity
escape path marking systems to support
simulated egress in darkened aircraft cabins
has been demonstrated. The demonstration
scenario was designed to model a flight of

TABLE 2
Photoluminescent Strip Light Emission Levels After
Exposure to 25 lux incandescent light for 30 Minutes

I Measurements Made at Time Indicated After Lights Turned Out

Photoluminescent Time
Type
0 30 min 60 min 90 min 120 min 150 min
Saf-T-Glo Suprabrite (SA) 4.0x10 -3
1.1x10 -3
8.9x10 -4
8.0x10 -4
7.2x10 -4
7.0x10 -4
Saf-T-Glo Ultrabrite (ZS) 6.5x10 -3
5.1x10 -4
4.9x10 -4
4.2x10 -4
3.9x10-4
L.T. Guidelines (SA) 4.5x10 -3
8.5x10 -4
7.5x10 -4
6.5x10 -4
4.8x10 -4
4.5x10 -4
FSCM F9503 (ZS) 4.3x10 -3
4.8x10 -4
3.2x10 -4
2.6x10 -4
2.4x10 -4
2.1x10 -4

* Strips dark soaked for 70 hours prior to tests; Light levels in Foot Lamberts
SA = Strontium Aluminate; ZS = Zinc Sulfide
 TABLE 3

Human Observations

How often Did you visually ID What did the Did the emergency What was the
Demo Age do you fly? the emergency emergency light system help you most important
light system? system look move down the thing in the cabin
like? aisle? that guided you
down the aisle?
1. Lighting
White lines down 2 Seat backs
1 37 4x/year YES aisle on both YES ----------
sides Real bright
liked it on both
sides
1 Seats
2. Lights
2 35 1x/3 years YES Green (dull) YES ------------

Confused as to 1. Lights
Solid row of light which direction to 2. Seats
3 35 1x/2 years YES - could tell it was go. Red & Green ----------
the aisle way lights would have Awful dark in the
been much better cabin
Lights - black hole
effect at end of
4 42 1x/year YES Real soft light YES strips
green -----------
I. Lights
2. Seats
5 38 1 x/Year YES R. R. Track YES -----------
Could not really
see anything
1. Lights
2. Seats
6 49 7x/Year YES Looked like an YES ------------
alley
1. Lights
Blue/Green color -----------
7 43 1x/2 Year YES ------------ YES Ran into the back
kind of fuzzy of several seats
during the exit
1. Lights
2. Seats
a 27 5x/year YES 2 white strips YES -----------
Looking for
something red to
ID the exit
1. Lights
2. Seats
9 34 2x/year YES Glowing white YES ------------
strips Hard to focus
eyes

 TABLE 3 (Cont’d)

How often Did you visually ID What did the Did the emergency What was the
Demo Age do you fly? the emergency emergency system help you most important
light system? light system move down the thing in the cabin
look like? aisle? that guided you
down the aisle?
Lights
10 35 1x/2 Years YES White line YES -----------
Lights need to be
brighter

1. Lights
11 43 1 x/Year YES Yellow Stripes YES 2 Seats
-----------
1. Lights
2. Seats
12 30 1x/4 Years YES White Strips YES -----------
Dark
Told me where the Lights
Gray/white lines aisle was - didn’t ------------
13 51 2x/year YES bordering the necessarily help Very dark
aisle way me move down the
aisle
Yes - could see Lights
14 27 1 x/1 0 Years YES Green light aisle way clearer ----------
(where it was) Dark
Lights
----------
15 26 3x/Year YES Very dimly lit - YES Didn’t like the
hard to see lighting system
Lights
16 47 2x/Year YES Real pale bluish YES -----------
glow look
Lights
17 21 Never flown YES Greenish Strip YES ------------
Noticed 2 strips
Lights
------------
ia 19 Never flown YES Neon green Yes Noticed 1 strip
black- scary.
Changed answer,
thinks she saw 2
strips
Lights
-----------
19 44 4x/year YES Thin line YES Really dark -
couldn’t see
anything; saw 1
strip
 intermediate range, in which the cabin occupants differ from actual human performance. The lack
are afforded no other illumination than that of exit illumination, per se, may have contributed
provided by the floor proximity escape path to the reports of low observer confidence in this
marking system, after which an emergency emergency escape path marking system.
evacuation must be performed. The scenario Providing exit illumination to augment the
further assumed an intact cabin environment, escape path marking system would be a typical
using a total lack of supplemental illumination
situation for operational transport category
to model smoke in the cabin from the ceiling
aircraft; such illumination offers one possible
down to 4 feet above the cabin floor with clear
solution to the mediocre confidence reported, as
air comprising the space from 4 feet down to the
well as any related impediment to movement
floor.
along the aisle that the dim escape path illu­
The configuration o f t h e e s c a p e p a t h
mination may have produced. Combining both
marking system a n d t h e t y p e o f photo-
types of marking systems may offer the required
luminescent material in use were important in
escape path marking intended by 14 C F R
the demonstrations. The photoluminescent ma­
terials were placed along both sides of the aisle,
25.812(a)(l).
creating a two-sided pathway for observers to
follow. Also important to the obtained results
REFERENCES
was the fact that both the zinc sulfide and stron­
1. Federal Aviation Administration, Advisory
tium aluminate photoluminescent materials were
used in an interleaved manner along the aisle.
Circular 25.812-lA, Floor Proximity
Emergency Escape Path Marking, May 22,
This created discontinuities in luminance levels,
since the amount of luminance emitted by the 1989.
zinc sulfide material after the 150-minute lights-
2. Garner, J. D, personal communication, 1997.
out period was noticeably different from that
emitted by the strontium aluminate. These
3. Title 14, C o d e of F e d e r a l R e g u l a t i o n s ,
discontinuities appear to account for most in-
Aeronautics and Space, Vol. 1, U.S.
stances where observers ceased to continue stead­
Government Printing Office, Washington,
ily along the aisle, and this suggests that escape
January 1, 1997.
path marking systems that utilize photolumi­
nescent materials should be made exclusively
from the relatively brighter strontium alumi­
nate.
In absolute terms, both types of photolumi­
nescent materials provided levels of luminance
low enough to often cause observers to report
that the cabin was very dark and that more
illumination would be beneficial. Importantly,
however, the strontium aluminate photolumi­
nescent materials were shown to provide better
behavioral cues to guide the individual human
observer movements along the aisle toward the
exit. These self-report versus performance effects
appear somewhat at odds, but human reports
have often been shown in such situations to

U.S. GOVERNMENT PRINTING OFFICE: 1998 -660-088/60055